Lighting and ignition system



3 Sheets-Sheet].

Se t. 6 1927.

p .1. HUNT LIGHTING AND IGNITION SYSTEM Original Filed July 21. 1922 wwN QYN mm mum \w p 7 J. H. HUNT LIGHTING AND IGNITION SYSTEM 3 Sheets-Sheet 2 Original Filed July 21. 1922 MRN [HIIEZZZF Jew Sept- 6, J H HUNT LIGHTING AND IGNITION SYSTEM Original Filed July 21. 1922 3 Sheets-Sheet 3 LIMP VOLTS lz'oo nine rwo lion l'bno RPM.

R.P.M.

E 9 fnuenZar' I Patented Sept. -6, 1927.

UNITED STATES PATENT" OFFICE.

JOHN H. HUNT, OF DAYTON, OHIO, ASSIGNOR, BY MIESNE ASSIGNMENTS, TO DELCO- REMY CORPORATION, OF DAYTON, OHIO, A CORPORATION OF DELAWARE.

LIGHTING AND IGNITION SYSTEM.

Original application filed July 21, 1922, Serial No. 576,493. Divided and this application filed October 25, 1924. Serial No. 745,942.

dynamo-electric machine, a magneto, which furnishes current for ignition purposes, and a separate dynamo-electric machine is provided for furnishing the vehicle with electric lighting. Sometimes the two machines are combined all in one unit, but such a machine has separate fields and separate armatui'es so that the unitary structure is in effect two separatedynamo-electric ma chines. Precautions are sometimes taken to inulate magnetically the two fields from one another so that the operation of one dynamo-electric machine may not affect the operation of the other in the unitary struc ture. \Vhere magnetos are used to supply ignition current for engines which are started by hand, it has been found necessary to use impulse starters so that the magneto may be operated with suflicient rapidity, periodically, to supply ignition current while the engine is being cranked by hand.

It is among the objects of the present invention to provide a lighting and ignition system including a dynamo-electric machine having a permanent magnet field and one rotor for supplying current both for ignition and for lighting purposes. It is a further object to provide electrical apparatus for supplying current sufficient for ignition purposes at engine speeds attained by cranking'and without the use of an impulse starter drive or coupling between the magneto andsome engine part operated by the hand crank.

A further object is to provide a system of regulation wherein the potential of the lighting current will remain substantially ing only, there is usually provided one two-pole constant over a wide variation of engine speed. In this connection it is an object to provide regulating circuits in which no moving parts are required.

A further object is to provide a system of control wherein the supplying of ignition current by the dynamoelectric-machine does not appreciably interfere with the sup plying of lighting current.

Other and further objects of the present invention will be apparent from the following description, reference being had to the accompanying drawings, wherein a preferred form of embodiment of the present invention is clearly shown.-

In the drawings: Fig. 1 is a diagrammatic representation of a form of the present invention, and illustrates more particularly the construction of the dynamo and ignition apparatus included therein.

Fig. 2 is a diagram of the apparatus shown in Fig. l, but illustrating the dynamo and ignition apparatus only diagrammatically, while showing somewhat structurally another form of switch'for controlling the circuits supplied by the dynamo.

Figs. 3 and 4 show other positions of the switch shown in Fig. 2.

Fig. 5 is a chart illustrating the regulation of lam voltage which is effected by the present invention.

The generator 30 (see Fig.1) for supplying the lighting and ignition circuits of the present invention is disclosed in detail in my copending application Serial No. 576, 493, filed July 21, 1922. For understanding the present invention it is suflicient to state that the generator 30-includes a stationary permanent magnet field 31 the poles 32 and 34.0f which are laminated and each provided with preferably four teeth spaced by slots for receiving pole face windings. The eight pole teeth (numbered 41 to 48 inclusive) extend radially with respect to the armature axis, and are equally spaced. The dynamo 30 includes anarmature 84 which is carried by a shaft 76 which is operated by an internal combustion engine 20 at twice engine speed throughgears 21 and 22. I

The armature core 84 is laminated and the cylindrical periphery thereof notched to provide a series of equally spaced teeth 220, the face of .each tooth being approximately one-third the greatest width of the notch between adjacent teeth. It is desirable that the notches spacing the teeth be as wide as possible in order to reduce flux leakage to the minimum. But on the other hand, if the notches are too wide, the teeth 220 will be too narrow to carry efficiently the flux from the various pole teeth of the permanent magnets. Satisfactoryproportions of width of notch 'to width of armature tooth face have been found to be from 4/1 to 2.5/1. The notches between certain of the armature teeth 220, 220", 220, 220, 220", and 220, are made considerably deeper than other notches in order to provide for the armature winding, arranged in two coils 221 and 222 which are wound about armature core 84 after the fashion of the ordinary shuttle wound armature windings, and these windings are connected in series and one end of the group of windings is grounded by a grounded brush 201, and the other end of the group of armature windings is connected by a brush 160 and wire 161 with a timer mechanism and an ignition coil to be described. By Way of example, the following armature dimensions are given to show what proportions having been found satisfactory in one machine constructed in accordance with the present invention. Core length 3 inches. Core diameter 1.875 inches. Twelve core teeth. Windings 221 and 222 have each 100 turns of No. 23 wire. It will be noted that the magneto armature windings differ from the ordinary shuttle Wound armature windings in that the windings include two coils which are separated by the relatively long armature core teeth 220 and 220. This construction increases the time of duration of the short circuit current in the armature at values continuously above the minimum required for ignition and also reduces the inductance per turn to a value substantially less than what it would be if the windings were concentrated. This arrangement permits a wider range of adjustment of the ignition timer than is possible where the armature turns are all concentrated between adjacent core teeth.

The pole face windings 231, 232, 233, 234,

235, 236, 237 and 238 surround the field pole teeth 41 to 48 inclusive, respectively; and, when'joined in series, their E. M. F.s are cumulative. These windings sup ly current to the headlamps 291 and 293. urrent for the tail lamp-317 is induced in pole face windings 243 and 244 which surround diametrically opposite field pole teeth 41 and 45 and are connected so that their E. M. F. s are cumulative. One example of satisfactory field pole coil dimensions is given for an armature core having a length of 3 inches,

and a diameter of 1% inches: Windings 232, 233, 234, 236, 237 and 238 each have 40 turns of No. 17 wire. Windings 231 and 235 30 turns of No. 17 wire. Windings 243 and 244 each have 150 turns of No. 27 wire.

An extension 76 of the armature shaft 76 carries a timer cam 78 which cooperates with the rubbing blocks 152 and 156 of breaker levers 149 and 154 respectively carrying timer contacts 147 and 148 respectively which engage contacts 145 and 146 respectively. Springs 151 and 158 cooperate with the levers 149 and 154 respectively to urge the levers toward the cam 78. Numeral 65 indicates a suitable timer housing or cup which is secured to the dynamo frame in any well known manner. The shaft 76 carries a gear 181 meshing with a gear 183 Which operates a shaft 182 carrying a distributor rotor contact 185 which distributes sparking impulses from a center terminal 194 to terminals 192 supported by a distributor head 189. Terminals 192 are connected with engine spark plugs 256. The

ratio of gears 181 and 183 is four to one so that the rotor 184 will rotate at one-half engine speed.

The wire 161 connects the armature coils 221 and 222 with the lever 154 which is insulated. Wire 140 connects the contact 146 with contact 145. Contacts 148, 146 and 145 are insulated, and contact 147 is grounded since the lever 149 is grounded upon the timer cup 65. A condenser 250 is connected in shunt with contacts 146 and 148, and a condenser 251 is connected in shunt with contacts 145 and 147.

A wire 170 connects the wire 140 with the primary 253 of an ignition coil 252. The secondary 255 is grounded with coil 253 at 254, and is connected by wire 256 with the rotor contact 185.

In Fig. 1, an ignition switch 260 includes a switch lever '261 carryin contacts 262 and 263 which are insulate from one another. Contact 263 is connected with the pivot point of the lever 261 which is grounded at 264, and contact 263 is arranged to engage stationary contacts 265-, 266, or 267. Contact 262 is arranged to connect two stationary contacts 268 and 269. Contacts 269 and 265 are joined by wire 270; contact 268 is joined with magneto terminal 239 by wire 271; stationary contact 265 is connected with wire 161; contact 266 is with a switch blade 282 adaptedto engage with contact 283 or to connect contacts 284 and- 285. Terminal 240 is connected by wire 286 with a transformer primary 287 which is connected with a switch blade 288 adapted to,engage contact 289 or 290. Contacts 283 and 285 are connected with an electric lamp 291 grounded at 292 and contacts 289 and 290 are, connected with an electric lamp 293 grounded at 294. Contacts 284 and 289 are connected together through a dimmer. resistance 295. The transformer primaries 281 and 287 cooperate with transformer secondary windings 296 and 297 which are connected together in series with a condenser 298. Preferably the windings 296 and 297 are grouped together on one leg of a magnetic circuit while the windings 281 and 287 are mounted upon another portion 'of the same magnetic circuit. This is shown more particularly.

in Fig. 2 which will be described later.

In Fig. .1 the lever 261 is shown in Run position, but to start the engine this lever 261 is moved into the start position so that the contact 262 will engage contacts 268 and 269 and the contact 263 will engage the contact 267. The pole face windings are now connected in series and altogether in parallel with the magneto armature windings 221 and 222 so as to assist in producing a sparking impulse sufficient for engine ignition even when the engine is cranked by hand and the magneto armature rotates at a relatively slow speed. The ole face windings. are connected up in the ollowing manner with the wire 161: ground 264, switch contact 263, contact 267, wire 273, terminal 240, windings 238 to 231, terminal 239, wire 271, contacts 268, 262, 269, wire 270, contact 265 which is connected to the wire 161.

- peaks extending alternately above and below circuit current wave, and it happens that windings*are connected in parallel with the armature windings in the manner stated, these two peaks are added to produce a peak every armature revolution having a current value suflicient for ignition purposes at en gine speeds produced by hand cranking. After the engine has become self-operative these maximum positive peaks of the armature current will alone be sufficient for ignition purposes, and half way between maximum positive peaks, there will be a maximum negative peak sutlicient for engine sparking. Therefore during each armature revolution during normal engine running there will be at least two instants when sufiicient current is available for ignition.

The arrangement ofthe ignition timer depends on the ratio of magneto speed to engine speed. Where the dimensions of the magneto are limited by space requirements, it may be necessary to operate the magneto at speeds greater than engine speed in order' to provide sufiicient outputfor lighting purposes. Although the magneto disclosed is constructed to be operated at twice engine speed, the invention is not thus limited, but includes magnetos operable atother speeds such as one operating at engine speed.

When a magneto of the character described operates at twice engine speed it is necessary to provide a special breaker mechanism, which, during the normal running of the engine, will permit the use of only the maximum positive peaks or the maximum negative peaks of the armature current wave so that there will be one sparking impulse for each magneto revolution. This will give four impulses for each engine cycle, sufficient for a four cylinder engine. If it is the maximum positive peaks of the armature current wave which assist the pole face current in providing starting ignition the timer is constructed to use only the maximum positive peaks during starting and running of the engine.

The cam which operates the breaker levers for controlling the pair of contacts 145, 147 and the pair of contacts 146, 148 is provided with two flats located preferably at 150 apart and the breaker levers have their respective cam rubbing blocks similarly placed. Each breaker lever 'closcsand opens twice a magneto revolution, but only once a revolution are both breaker levers closed at the same time. Fig. 1 shows the cam 78 in position for opening the lever'154 after lever 149 has opened. The cam 78irotates ail clockwise as viewed in 1. For example,

the home or zero position of the cam may be.

L 149 will close at about 170 and open at .the same time.

about 210 and will close again at about At about 335 lever 154 will close. Thus, between 335 and 360 both levers will be closed to complete the short circuit of the armature coils 221 and 222 once each revolution of the magneto and four times for each cycle of the four-stroke cycle four cylinder engine 20. The lever 149 opens substantially at the instant of the maximum ositive armature short-circuit current peak, 1n order that a sparking impulse will be produced in the coil 252. The distributor contact 185 will conduct this impulse to one of the engine spark plugs 256. The armature coils will remain open circuited from 15 to about 125 and from 165 to 335. It is desirable to keep the armature windings open circuited as long as possible because the short circuiting of the armature has a demagnetizing effect on the permanent magnets.

After the engine becomes self-operative the speed of the magneto will be such that the value of the maximum positive peak of the armature current wave will be sufficient for ignition purposes. The wave form for the pole face winding current will remain substantially the same butthe height of the peaks will tend to increase with increasing engine speed. Regulation of the lighting circuithowevefr is effected in a .manner to be described.

If, for example, the magneto be one constructed to operate at engine s eed, and fire a four cylinder engine explo ing at equal intervals, then the timer would be constructed to use the maximum positive peak and maximum negative peak every magneto revolution so that there would be four sparking impulses for each engine. cycle for a four-stroke-cycle engine. The timer cam would have the flats located 180 apart and the breaker levers arranged so that twice a revolution both levers would be closed at The levers would be arranged so that the grounded breaker 149 would open slightly ahead of the breaker 154 in order .to maintain the armature open circuited as lon as possible.

It is to be un erstood also that the present invention is not limited to ignition for a four cylinder four-stroke-cycle. engine, but can be applied to ignition for other multicylinder engines with such changes aswillbe apparent to those skilled in the art.

' The dividing of the armature windings intotwo coils separated by core teeth results in the maximum positive arniature current shown in Fig. 1. If the levers 282 and 288- are in Brt (bright) position in Fig. 1, one of the externally regulated circuits will be as follows: ground 264, switch 263, contact 266, wire 272, terminal 242, pole face windings 234, 233, 232 and 231, terminal 239, Wire 280, transformer primary 281, lever 282, contact 283, lamp 291 and ground 292. The other externally regulated circuit will be as follows: ground 264, switch 263, contact 266, wire 272, terminal 242, pole face windings 235,236, 237 and 238, terminal 240, wire 286, transformer primary 287,

lever 288, contact 290, lamp Y293 and ground 294. The coils 231 to 238 which were connected together in series to serve as an ignition booster circuit are now divided into two groups by, the common grounding terminal 242, namely, group of coils 231 to 234, inclusive, for supplying current to lamp 291, and group of coils 235 to 238, inclusive, for supplying current to lamp 293.

As the speed of the engine driving the 'magneto varies, the lamp voltage would vary greatly over a wide range of speed, if -1t were not for a regulating device which includes the transformer primaries 281 and 287, and cooperatingsecondaries 296 and 297 which are connected in series with a condenser 298. In Fig; 5, curve A represents graphically the lamp voltage characteristics when specified by way of example was connected with two 15 cs-p. lamps; and curve B represents the lamp voltage characteristics when using the external regulating device dsecribed. It will be noted that up to approximately 300 R. P. M. the externally regulated lamp voltage is less than the voltage withoutexternal regulation, and that fr'om approximately 300 to 650 R. P. M. the

external y regulated voltage is greater; and that the regulated lamp is less than the voltage without external regulation above 650 R. P. M. and is nearly constant. In. fact the lamps will burn satisfactorily at engine speeds above approximately 400 R'. P. M. The external regulating device therefore, reduces the lamp voltage between 0 and 300 R. P. M., and above 650 R. P. M. and increases the lamp voltage between 300 and 650 R. P. M. This effect is believed to be ldue to the following properties of the reguator.

The circuit with the condenser 298 connected to the secondary 296 of the transformer, whose primary 280 is in series with circuit consisting of an inductance in series with the work circuit with a much larger condenser in parallel with the inductance. Such'circuits have the property of acting as filters for electrical currents of different frequencies. The impedance of such a circuit will be approximately proportional to thefrequency of the Work circuit for all frequencies except those close to a certain critical frequency. At the critical frequency the impedance will be relatively much lower. At this frequency current can be supplied to the lamps through the impedance with very little loss in voltage. At this critical frequency relatively large charging currents Wlll flow 1n and out of the condenser'Qwlnch currents must be supplied from the pole face windings as the only source of electrical energy. These charging currents Wlll tend to magnetize the generator and cause it to develop a greater voltage near the critical speed than at other speeds. The final result is that the impedance of the circuit consisting of the transformer with the condenser tends to resist the flow of current to the lamps at all frequencies except around the critical frequency at and around which the charging currents in the condenser tend to increase the generator output. The above explanation 1s believed to cover the mostimportant" of the' reactions between the various elements although there may be other reactions of minor importance.

The following dimensions of coils and condenser 1n the regulating circuit are givon by way of example fora 6 volt circuit:

Condenser 298, .500 microfarads; windings 281. 287, turns; windings 296, v297,-

total. 2280 turns.

All these dimensions vary Within a reasonable range. The transformation ratio should be such that the current into the condenser will have the desired regulating effect above a certain magneto speed. If the transformation ratio is relatively low, then the capacity of the condenser must be relatively large, and, if this ratio is relatively high then the condenser must be constructed to withstand a relatively high voltage.

tical point of View will be apparent to those the work circuit through the pole face windings and lamps iselectrically equivalent to a 236 and. 235, and terminal 242. The circuit of lamp 293 may serve as a circuit for conducting diverted current to windings 231 to 235. The lamp 293 will be dimmed at the same time since some of the currentoutp'ut of windings 235 to 238 will be diverted through resistance 295, coil 281, windings 231 to 234 and terminal 242. Dimming of both lamps may be effected without moving switch lever 288 into engagement with contact 289, provided lever 282 is in engagement with contacts 284 and 285. However, lever 288 is engageable with contacts 289 and 290 so that it may be moved simultaneously with the lever 282 into Ofi', Dim and Brt positions by a common operating member.

- In case lamp 291 or lamp 293 burns out current will be supplied as before to the other lamp, since each lamp is supplied by an independent current source. The burning lamp may be dimmed by moving the switch levers 282 and 288 to Dim position.

For example, lamp 293 may have burned out. But this event will not prevent burning the lamp 291 dimly, since the supply circuit of lamp 293 is still operative to conduct current diverted from lamp 291 through contact 284 and resistance 295.

By closing the switch 315 with contact 316, the tail lamp 317 will burn, this tail lamp or externally unregulated light circuit being as followsz'starting with ground 264 the circuit continues through contact 263,

contact 266, wire 272,. terminal 242, pole tooth windings 243 and 244, termina1 245, switch "315, contact 316, lamp 317,- and ground 318 back to ground 264. While it may be desirable to regulate the tail lamp circuit, this has not been found to be necessai'y as this lamp is relatively low in candle power compared with the head lamps.

To stop the engine, lever 261 is moved to Stop position wherein the contact 263 engages contact 265 and the armature is short circuited.

Circuit controller and regulator unit.

The wiring diagram shown in Fig. 1 includes four switches. In order to facilitate control of the system and to prevent the use of certain circuits while others are being used the switching apparatusshown diagrammatically in Figs. 2, 3 and 4 is used. A non-conducting support 340 carries sta tionary contacts 265 to 269 and contacts 320 to 326. The connections with contacts 265 to 269 are the same as indicated in Fig. 1, with the exception that a shorting resistance 341 is included in the connection 270. The movable contacts 262 and 263 are carried on a non-conducting disc 327 supported on shaft 330 which carries a disc 328 having a notch 329, shaft 330 being grounded at 264 and connected with contact'263.

Support 340 supports shaft 338 carrying disc 336 having notch 337, and nonconductmg disc 335 carrying movable contacts 331, B

332, 333 and 334. As in Fig. 1 transformer Q terminal 245 is connected by wire .343 with contact 323, and contact 322 is connected with tail lamp 317. Contact 326 is connected through dimmer resistance 295 with wire 342.

- Transformer windings 281, 287, 296, 297 are located on the same core 299. Windings 296 and 297 are combined in one bobbin.

The various circuits leading to the controller unit include binding posts designated by the small circles numbered from 1 to 8 inclusive. These posts are to facilitate making connections between the controller and the external circuits.

Fig. 2 shows the controller set with ignition oil and lights off. The magneto armature is shorted through the resistance 341. Fig. 3 shows the controller set with. ignition switch contact disc in. starting position and lights still off. The starting ignition circuit is the same as that described in connection with Fig. 1. The lights cannot now be turned on since the disc 328 holds the latch 339 in the notch 337 of disc 33.6 and shaft 338 cannot be turned. The looking of shaft 338 is desirable to prevent using pole face winding current for lights when this current should be available for assisting the armature current in providing ignition at magneto speeds corresponding to engine cranking speed.

Fig. 4 shows thecontroller set for running ignition and for burning the lamps brightly. The running ignition circuit will be the same as described with reference to Fig. 1. Contacts 320 and 321 are engaged by contact 332,'contacts 322 and 323 by contact 333, and contacts 324 and 325 by contact 334. The lighting circuit including lamp 291 is as follows: ground 264, shaft- 330, contact 263, contact 266, wire 272', terminal 242, windings 234 to 231, terminal 239, wire 280, transformer primary 281, contacts 320, 332, and 321, lamp 291, ground 292. The lighting circuit including lamp 293 isas follows: ground 264, shaft 330, contacts 263 and 266, wire 272, terminal 242, windings 235 to 238, terminal 240, wire 286, transformer primary 287 wire 342, contacts 325, 334 and 324, lamp 293 and ground 294.

The circuit of tail lamp 317 is as follows: ground 2'64 shaft 330, contacts 263 and 266, Wire 272, terminal 242, windings 243 and 244, wire 343 contacts 323, 333 and 322, lamp 317 and ground 318.

To dim the head lampsthe shaft 388 is rotated clockwise bringing the long contact 331 into engagement with contacts 326,

320 and 321; contact 332 into engagement with contacts 322, 323; and contact 333 into engagementwith contacts 324, 325. Contact 334 is then inoperative. The dimmer resistance 295 is then connected in parallel Uonclusz'on.

The following advantages are present in this invention:

The generating unit provides current for lighting and current for ignition by the use of but one magnetic circuit and source of magnetism and one set of rotating windings. The magnets and armature cooperate to provide ignition current, and pole face windings and the armature teeth or inductor poles cooperate as a high frequency A. C. generator to produce lighting current.

In high frequency A. C. machines, it has been the practice to employ more stator slots than inductor poles, but such practice could not be employed in the present invention as the winding space would be insufiicient. Also the available flux is limited where permanent magnets are used. In the large inductor alternator more flux is available in proportion than in a small magneto because the field is separately excited and the iron is worked much harder. But in a magneto there are limitations as to the number of permanent magnets used onaccount of expense. weight and space available. Hence it is necessary to use more windin s in proportion in order to secure the desired output. If the usual inductor alternator practice of two stator teeth to one rotor tooth be followed ina small unit using permanentv magnets the stator winding space will be insuiiicient. This difiiculty has been overcome by omitting two out of every three stator teeth and increasing the cross section of the remaining teeth in order to carry the flux. For example, starting with a constuction involving 24 stator teeth and 12 rotor teeth, the number of stator teeth was reduced to 8 while preserving the same frequency for a given engine speed, and relUO suiting inthree times the available winding space and approximately three times the output. This 2 to 3 ratio and the use of 12 rotor teeth hasbeen found to give a frei of sufiicient width to carry the flux, it being borne in mind that the rotor tooth'spaces must be great enough to prevent flux leakage and the consequential inefficiency of the machine. Either combination of 8 to 12 or 8 to or 4 to 10 (the 2 to 3 ratio or the 2 to 5 ratio) is possible depending on operating conditions and size. It is to be re-' membered that the number of rotor teeth should be divisible by half of the number of stator teeth so that the pulsations of flux from the permanent magnets Wlll be minimized. In the combinations of stator and rotor teeth mentioned, it is apparent that there will be a line-up of rotor teeth with stator teeth for every angular move-.

' ment of the rotor through angle of 360 degrees divided by twice the number of rotor teeth and the number of line-ups. will remain constant. Since the lineups come at regular intervals and are constant innumber, these other advantages just mentioned will result. Of course it is necessary 'to minimize flux pulsations in the magnet in order that the magnetism may be retained for a long period.

By employing a double slotted armature,

instead of a single winding slot as in thew ordinary shuttle armature the form of igni-i tion current wave is improved and thein:

ductance per turn 'of armature winding is reduced, also improving ignition.- Satisfactory ignition is provided throughout the'entire range of driving speeds and even at low speeds revailing during crankand, without the use of an impu'lsecoup ng. This is-accomplished i by using the pole face windings to assist the armature windings during startin g The armature circuit is establis ed pract cally only as needed for ignition purposes by meansof the double'breaker mechanism,

. so that: armature reaction causing a demagnetization of the permanent magnets isreduced to thefminimum.

When one of the lamps 291 and 293 burns out the remaining lamp .will burn with substantially the same intensity as before. Ob-

viously more independent lamp circuits may be provided for by adding a group of pole-'.

face windings for each additional GlICl11t.

Regulation oflthe lighting circuits has been accomplished without the use of moving parts. v

While the head lamp circuit is called an externally regulated circuit, and the tail lamp circuit an. externally unregulated circuit, it is to be understood that as to bothcircuits the magneto pole face windings have some inherent regulation. In the case of the windings supplying current for the taillamp, the number of turns per pole tooth is great enough and the inductance high enough for inherent regulation. Therefore an external regulator has not been found necessary. As the size of the machine is limited it is not practical to increase the turns per pole of the windings of the headlamp circuit to an amount sufficient for inherent re ulation.

TVhile the form of mechanism herein pluralityvof current generating circuits, one

for each of the work circuits and one for the ignition apparatus; and control means for-connecting all of the generating circuits, with the ignition apparatus the work circuits being disconnected, or for connecting the work current generating circuits only with their respective work circuits, while the ignition current generating circuit remains connected with the ignition apparatus.

2.- An electrical system comprising, in combination, engine, ignition apparatus; a plurality of work circuits having electrical translation devices; a generator having a plurality of current generating circuits, one

or each of the .work circuits andone for the ignition apparatus; and control means for iconnecting the work current generating circuits in series and altogether in parallel with the ignition current generating circuit, or for connecting the work current generating circuits only with their respective workcircuits, while the ignition current generating circuit remains connected with the ignition apparatus.

3. An electrical system comprising, in combination,"engine ignition apparatus; a plurality of work circuits having electrical translation devices; a generator having a plurality of current generating circuits, one for each of the work circuits and one for the ignit on apparatus; rand-control means ineluding an, operating member movable into one position for renderingjthe ignitionapparatus inoperative, movab e into another pcplurality of work circuits having electrical translation devices; a generator having a plurality of current generating circuits, one

-for each of the work circuits and one for the ignition apparatus; and control means including an operatin member movable into one position for ren ering the ignition apparatus inoperative, movable into another position for connecting the ignition current generating circuit inseries onlywith the ignition apparatus, and also for connecting the work current generating circuits in series and altogether in parallel with the ignition current generating circuit, and movable into still another position for connecting the work current generating circuits only with their respective work circuits, while the igni tion current generating circuit remains connected with the ignition apparatus.

5. In an ignition system, the combination with an'internal-combustion engine; of ignition means for the engine; an A. C. generator driven by the engine, said generator including windings for generating ignition current and other windings for generating current for other translation devices; a controller for connecting both windings cumulatively. with the ignition means; a controller for connecting the second windings with the translation devices; and means to prevent the operation of the second controller when the first controller is connecting both windings with said ignition means.

6. In an ignition system, the combination with an internal-combustion engine; of ignition means for the engine; an A. C. generator driven by the engine, said generator including windings for generating ignition current and other windings for generating current for other translation devices: a controller for connecting both windings cumulatively with the ignition means; a controller for connecting the second windings with the translation devices; andmeans to prevent the operation of the first controller as stated when the second controller connects the-second mentioned windings with the translation devices.

7. In an ignition system, the combination with an internal-combustion engine; of ignition means for the engine; an A. 0. generator driven by ,the engine, said generator including windings for generating ignition current and other windings for generating current for other translation devices; a controller movable to one position for connecting the first windings with the ignition means, and movable into another position to connect both windings with the ignition means; a second controller for connecting the second windings with the translation de vices; and means permitting operation of the second controller as stated when the first controller is in the first mentioned position, but preventing operation of the second controller when the first controller is in the second position mentioned.

8. In an ignition system, the combination with an internal-combustion engine; of ignition means for the engine; an A. C. generator driven by the engine,said generator including windings for generating ignition current and other windings for generating current for other translation devices; a controller movable to one position forrconnecti g the first windings with the ignition means, and movable into another position to connect both windings with the ignition means; a second controller for connecting the second windings with the translation devices; and means for preventing the movement of the first controller into its second mentioned position when the second controller functions as stated, while permitting movement of the first controller into its first mentioned osition.

9. In an ignition system, the combination with an internal-combustion engine; of ignition means for the engine; an A. C. generator driven by the engine, said generator including windings for generating ignition current and other windings for generating current for other translation devices; a controller having an Off position, a Run position wherein said first windings are connected with the ignition means, and a Start position wherein both generator windings are connected with the ignition means; a second controller for connecting said second winding of the generator with the transla tion devices; and means permitting movement of the first controller into any of its positions but preventing movement of the first controller into Start position when the second controller functions as stated.

10. In an ignition system, the combination with an internal-combustion engine; of ignition means for the engine; an A. C. generator driven by the engine, said generator including windings for generating ignition current and other windings for generating current for other translation devices; a lighting circuit; a controller having an Off position, a Run position wherein said first windings are connected with the ignition means, and a Start position wherein both generator windings are connected with the ignition means; a second controller having an Off position, a Bright position wherein the for the generation of current lighting circuit is connected with said second windings of the generator, and a Dim position wherein said second windings are connected with said lighting circuit and a dimmer; and means for preventing movement of tie first controller into Start posi tion when the second controller is in Bright or Dim position, but permitting movement of the first controller into Oflf or Run positions. v i

11. An electrical. system comprising, in combination, a generator havin windings or a work circuit, windings for the generation ofignition current and means operated by the generator shaft for causing in the first windings the generation of current Waves of relatively high frequency and in the second windings the generation of a current Wave of lower frequency having its positive and negative peaks coincident respectively with certain peaks of the said waves of higher frequency having the same sign; an ignition coll; means for connecting both sets of windings with the ignition coil;' and engine driven circuit controlling means for causing the sets of windings to discharge energy into said coil only at the occurrence of'the'coincidence of'ourrent wave peaks of the same sign.

12. An electrical system' comprising, in combination, a generator havin for the generation of current or a work circuit, windings for the generation 6f ignition current, and means operated by the generator shaft for causing in the first windings the generation of current waves of relatively high frequency, and, in the second windings, the generation of a current wave of lower frequency having its positive and negative peaks coincident respectively with certain peaks of the waves of higher frequency having the same sign; n ignition coil; means for connectin both sets of gwindings together in paral e1; a circuit in parallel with the ignition coil and including a circuit breaker; a circuit for connecting the generator windings with the coil an said coil-paralleling circuit, said last circuit including a circuit breaker; and engineoperated means'for operating the breakers in recurrent sequence so that the generating windings will be short-circuited only at the windings.

cuits; a work circuit including a transla-' tion device connected with'each generating circuit; and means for regulating the work circuits including impedance coils, each connected in series in a work circuit, and a single condenser inductively related to the impedance coils. 14. An electrical system comprising, in combination, a variable speed A. C. generator having a pluralit of generating circuits; a work circuit inc uding a translation device connected with each generating circuit; and means for regulating the work circuits including impedance coils, each connected in series in a work circuit, a plurality of transformer coils each inductively related to one of the impedance coils, a single condenser in series with the transformer coils, and a common magnetic circuit for the impedance coils and transformer coils.

15. An electrical system com rising, in combination, a variable speed C. gen erator having a plurality of gererating circuits; a work circuit including a translation device connected with each generating circuit; and circuit means including a single resistance coil for simultaneously reducing the current to the translation devices. 16. An electrical s stem comprising, in combination, avaria le s eed A. C. generator having a plurality o generating circuits; a work circuit including a translation JOHN H; HUNT.

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